Return-Path: Received: from mail.calweb.com ([209.210.251.12]) by truman.olsusa.com (Post.Office MTA v3.5.1 release 219 ID# 0-52269U2500L250S0V35) with ESMTP id com for ; Thu, 21 Jan 1999 13:37:30 -0500 Received: by mail.calweb.com (8.8.6/8.8.6) with ESMTP id KAA19434 for ; Thu, 21 Jan 1999 10:38:29 -0800 (PST) Message-ID: <36A70352.55C1593B@regandesigns.com> Date: Thu, 21 Jan 1999 10:37:06 +0000 From: Brent Regan To: lancair.list@olsusa.com Subject: VM 1000 References: <19990121054330.AAA2030@truman.olsusa.com> X-Mailing-List: lancair.list@olsusa.com Mime-Version: 1.0 <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> << Lancair Builders' Mail List >> <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> >> I have over 500 hours on my IV-P with the VM-1000 and am pleased with the system. The display is transflective so it is readable in all lighting conditions. I would recommend a separate dimmer control for the display backlight. The IV-P requires more engine management than the average light plane so the features provided by the VM system are useful. The fuel system is as accurate as your calibration. To improve the reliability of the system I soldered all electrical connections, including CHT, EGT and TIT thermocouple wires (where I used silver solder). I also replaced the factory provided wire with aircraft quality Tefzel wire. Do not use any crimp on "Faston" type connectors as they will fail. This is particularly true for the temperature and pressure sensors. The only electrical problem I have had to date is due to a Faston connection (there are only three in my airplane and two of those are on the Hobbs). Brent Regan